Cessna 177 accident near Ocoee, Tennessee, January 13, 2026
On January 13, 2026 at about 8:30 pm local time, a 1974 Cessna 177, registered N34959, was substantially damaged in an accident during enroute near Ocoee, Tennessee. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 2026 · about 8:30 pm local time
- Place
- Ocoee, Tennessee · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177 B, built 1974 · all 177s on the register
- Registration
- N34959 · registry record · serial 17702116
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On January 13, 2026, about 1530 eastern standard time, a Cessna 177B, N34959, was substantially damaged when it was involved in an accident near Ocoee, Tennessee. The pilot received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, the airplane had been undergoing maintenance for the past 11 months following a propeller strike. The repairs and the annual inspection were completed the day before the accident flight. After refueling the fuel tanks and performing a preflight inspection, with no anomalies observed, he departed from Lovell Field Airport (CHA), Chattanooga, Tennessee, and proceeded east. About 20 minutes after departure, and at an altitude of 4,500 ft mean sea level (msl), the engine rpm increased to 3,000 rpm, which is 300 rpm above the engine’s maximum operating rpm, followed by an engine vibration. The pilot declared an emergency to air traffic control but determined he would be unable to reach the nearest airport and initiated a forced landing in a field. During the landing rollout, the airplane continued into a wooded area and impacted trees. Postaccident examination of the airplane revealed it had sustained substantial damage to the wings, the fuselage, and the horizontal stabilator. A coating consistent with engine oil was observed on the left side of the engine and fuselage. The wreckage was retained for further examination.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (total) during enroute defining event
The aircraft
- Airframe total time: 3,250 hours
- Last inspection: annual inspection, January 12, 2026; 0.5 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
The flight
- Departed from: CHA Chattanooga TN at 8:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 9 knots
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 61°F (16°C), dew point 23°F (-5°C)
- Altimeter: 30.06 inHg
- Observation at 3:00 pm from CHA, 26 miles away
Weather report (METAR): METAR KCHA 131953Z 21009KT 10SM SCT250 16/M05 A3006 RMK AO2 SLP178 T01611050 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.